US2445058A - Motor vehicle control mechanism for sequentially controlling wheel braking and motorspeed - Google Patents

Description

y 1948. a. c. FIELDS 2,445,058

MOTOR VEHICLE CONTROL MECHANISM FOR SEQUENTIALLY CONTROLLING WHEEL BRAKING AND MOTOR SPEED Filed Dec. 15, 1943 2 Sheets-Sheet 1 INVENTOR. 650/? C- F/EZDS TTOENE'YS aw] r'ww G. c. FlELD July 13,

MOTOR VEHICLE CONTROL MECHANISM FOR SEQUENTIALLY I CONTROLLING WHEEL BRAKING AND MOTOR SPEED 15, 1943 Filed Dec.

, 2 Sheets-Sheet 2 .5 m n mm M N If W m A w 5 B xxx: y WINII lm R v N\ W \km mw Patented July 13, 1948 OFFICE 2,445,058 MOTOR VEHICLE CONTROL MECHA- NISM FOR SEQ UENTIALLY CONTROL- LING' WHEEL BRAKING' AND MO'EOR SPEED George 0. Fields, Cleveland, Ohio,; assignor to Solar Corporation, Milwaukee, Wis, a corporation of Delaware Application December 1a, 1943, Serial.No.-.514,043

A 4 Claims. (01.180-77) This invention relates particularly to a driving andcontrol arrangement ,for -.a two or three wheeled vehicle of the type roommonlyknown as a scooter.

The principal object of this invention is to pro- A to motor vehicles and ivide mechanism whereby a motor vehicle may .be accelerated, deoelerated, driven at any desired speed, andstopped with a minimum of effort, skill, and attention by the operator. Other objects are toreduce the weight and bulk of av vehicle of the 'scooter type to such an extent that it may be convenientlycar-Iied bya person; to eliminate all roughness in the transmission of torque from the engine to the vehicle, articularly when starting and at low speeds; .and. to control the driving and braking of the vehicle by a single control member movable in one direction to accelerate and in anotherto decelerate the vehicle,

Other objects and advantages relating to details of construction and economies of manufacture will appear in the-following description of a preferred embodiment of the invention.

In the accompanying drawings:

Fig. 1 is a side elevation of a vehicle embodyingthisinvention;

Fig. 2 is a view similar to'Fig. 1 but of the opposite side;

Fig. 3 is a side elevation on an enlarged scale .of a portion of the brake and control mechanism shown inJFig. 2,"withparts broken away;

Fig. 4 is a section taken on the line 4 l of Fig.

Fig. 5 is a cross section taken on the line 5-5 of Fig; 1 on an enlarged scale; i

Fig. 6 is a perspective View of the frame disas sembled'; and

Fig. 7 is a detail elevational view of the control handle and latch.

Referring to the drawings, the vehicle illustrated consists generallyof-a frame [0, two road wheels, H and 12, a gasoline engine 13 arranged to drive the wheel l2, a seat l4 and handle bar I5 arranged to steer the-Wheel H. v a

The frame preferably includes a rear portion mailed a pieceof tubing bent into a hairpin shape and in turn bent in U-shape so as to pro.- vide a bifurcated seat supporting portion l1, spaoed'motor and wheelsupporting side members I 8, andspaced upwardly extending supports it.

The side members l8 are connected together in M anysuitable manner; as by cross pieces 20 welded thereto. Ashort tube or socket 2-! is welded to thebight of-the seat supporting portion l1. The forward portionof the frame preferably includes a. tubebentdnto U-shape toprovide a bight 22 and side members 23 aligned with the members I8, a forwardly and upwardly extending support 24 welded to the bight 22, a bearing sle vezt welded to the support .24, and a rearwardly extending. tube 26 welded to the sleeve 25 and aligned withthe socket 2|. 3 The ends of the side members 23 are arranged to fit into the ends of the side members l8 and to be secured in place in any convenient manner, as by wedging sleeves .21 to .screw into theendsof the tubes ill (see Fig.

6). The tube 26 may simply slip over or into the tube ill with a friction fit.

The foregoing arrangement may be used where it is desired to make the vehicle collapsible. If collapsibility is not desired the frame may be assembled. in the same way and the ends of the side members, v23 w'eldedint o. the ends of the side members l8, and the end of'the tube '28 welded to the tume 2i as shown in Figs. 1 and 2. i

The rear wheel [2 preferably consists of a hub 28 journalled upon a supporting axle 29 and carrying a the 30. The wheel is positioned between the side members N3 of the frame and secured in place by any suitable means such asclips 3| encircling 'the side members 'It and apertured to receive the ends of the axle 29. I

One side of the hub 28 has a driving sprocket 32 secured thereto and the other side has a brake drum 33 secured thereto... The side members It. are spaced apart sufficiently to receive. the wheel, the sprocket 32, and thebrake drum 33.

The gasoline engine [3 which is mounted on the frame, is. provided with the usual carburetor 34v (Fig. 2) and a throttle. valve. controlled by the arm 36. A fuel tank 31. may be carried in any convenient portion uponthe vehicle, preferably upon the spacedsupports I 9, as shown in Figs. 1 and 2.

The crankshaft 40 of the gasoline motor I3 is arranged parallel with the axle 29 of the wheel 12 and projects from the motor on the side of the vehicle on which the sprocket ,32 of the wheel l2 is located, which is the left side of the vehicle as illustrated in. Figs. land 2. A fluid coupling is secured to the shaft 40 to transmit the power of the motor to the axle. In the embodiment shown in. Fig. 5 a tube 41 is screwed over the end of the shaft 40 and is locked in position by a screw 42. extending through a hole in the end of the sleeve M and threaded intothe end of the shaft 40. A flange 43 extends radially from the sleeve 4| and is riveted to' a hub 44 which fits snugly about the sleeve 4l.- The hub 44 carries one-half of the fluid coupling, consisting of an annular. shell. 45' divided into spaced pockets by radial partitions 46. The partitions 46 are cut away at their inner ends as indicated at 4] and the flange 43 projects radially outward to close the cut away portions and interrupt the drive at low speeds.

The other half of the fluid coupling includes an annular shell 48 similar to and facing the, v shell 45 which is also divided into pockets by radial partitions 49 cut away at their inner ends" The shell 48 has a hub as indicated at 58. supported from the sleeve 4| by an anti-friction bearing 52 of any suitable type. A sheet metal casing is arranged to surround the fluid coupling and includes an outer half 53, preferably welded to the hub 5|, and an inner half 54 welded to the outer half 53 and spaced from the shell 45, The inner half 54 of the casin extends radially inward around the shell 45 and is welded as at 55 to the adjacent side of a driving pulley 56. The outer half 53 of the casing is preferably formed with a central opening 5! which is normally. closed by a cover plate 58 secured in place by screws 59. A gasket 68 is preferably arranged betweenthe cover plate 58 and the outer half 53 of thecasing. i

The driving pulley 56 is supported fromthe sleeve 4| by a suitable anti-friction bearing'6|. An oil seal 62 of any suitable type is preferably mounted in the inner side, of the pulley 56 to prevent leakage of fluid between the pulley 56 and the sleeve 4|.

With this arrangement the fluid drive includes "a driving portion consisting of the hub 44, and

the annularshell45 rigidly secured to the motor shaft 48 while the remainder or driven part of the structure, including the annular shell 48, the casing 5354 and the driving pulley 56, is supported from the motor shaft 48 through the bearings 52 and 6|.

The pulley56 is preferably constructed to receive a V belt'63 whi-ch'extends around an idler pulley 64. The idler pulley 64 is supported by an arm 65 pivoted to the end of the axle 29 of the wheel I2 and adjustably heldin position by a bolt 66 extending into a slot in the end of an arm 61 rigidly secured to one of the frame side' A driving sprocket 68 is secured around the sprocket. 68 and the sprocket 32 car-.

ried by thewheel l2. With this arrangement the idler 64 can be adjusted toward or away from the driving pulley 56 by moving the bolt 66 along the slot .in, the arm 6! without disturbing the predetermined relationship between the sprocket E8 and the sprocket 32. Preferably, as illustrated, the driving pulley 56 is smaller than the idler 64, and the sprocket 68 is smaller than the sprocket 32, to provide a double speed reduction from the fluid coupling to the driving wheel.

Any suitable braking mechanism for the vehicle may be provided. As illustrated somewhat diagrammatically, a resilient brake band I8 is arranged around the brake drum 33 and has one end anchored, as shown at H, to a pin 12 which extends through one of the side frame members l8. Also pivoted on the pin 12 is a yoke 13, the legs of which straddle the frame member |8. A pin 14 is secured to the yoke 13 and has one end 15 projecting laterally therefrom into alignment with the brake band 10. A

. rod 16 is secured to the opposite end of the brake band 18 and extends through a hole 11 in the pin 15. The end of the rod 16 is threaded and nuts 18 secure the rod 16 to the pin 15 in'the desired adjusted position. A bracket 19 is Welded the brake band 18.

A lever 82 'is pivoted at 83 to the pin I2 between the yoke l'3 and the brake band 18. The lever 82 is formed intermediate its ends with an arcuate slot 84 through which the pin 15 passes.

A spring 85 has one end secured to the wheel .axle 29 and has its other end connected to the lever 82. The spring 85 is arranged to pull the lever 82 to the left, as shown in Fig. 3, so that in normal condition the pin 15 is located in the right hand side of the slot 84 and the spring 85 holds the yoke 13 in contact with the set screw 88.

The front wheel [I is carried by' a fork 96 on the end .of a steering post 91 journalled in the sleeve 25. The handle bars l5, provided with hand grips 89, are carried on the upper end of the post 91 so that the front wheel ll may be steered in the customary manner. 8

A control lever 98 is pivoted to one of the grips 89 of the handle bars l5 in position to-be readily grasped by the operators hand to be squeezed toward or released from the grip 89. A cable 9| is connected to a lever arm 92 projecting fro'm the control lever 98 and extends through a flexible conduit 93. One end of the conduit 93 is fixed to a depending lug 94 secured to the grip 89, and the other end is fixedto the vehicle frame, so that when. the control lever 98 is. pressed to.- ward the grip 89 the cable 9| is. pulled through the conduit 93. The opposite end of the cable 9| is connected at 95 to the lever 82.

, A link 86 connects the upper end of the lever 82 with one arm of a bell crank lever 81, the other arm ofwhich is connected by a link 88 with the throttle valve arm 36. i

With this arrangement the spring 85 normally holds the lever 82 in the position illustrated in Fig. 3 in which position the cable 9| holds the control handle 98 spaced from thegrip 89, as shown in Figs. 1 and 2. Also in this position of the parts the link 86, bell crank lever '81 and link 88 hold the throttle valve 35 in wide open position. When the control handle 98 ispressed toward the grip 89 the cable 9| pulls the lever 82 to the right, as seen in Fig. 3. .Therlever 82 pivots to the right without moving the yoke 13 until the left hand end of the slot 84 comes into contact with the pin 15. During such movement the throttle valve 35 of the engine is moved from its wide open position toward idling position. Further movement of the lever 82 to the right, as seen in Fig. 3, causes the yoke 13 to rock to the right by reason of the engagement of the pin 15 in the left hand end of the slot 84. Movement of the yoke 13 to the right pulls upon the rod 16 and tightens the. brake band 18 about the brake drum 33 to stop the wheel 38 as the throttle is brought to full idlingposition. The reverse movements take place under the influence of the spring 85 when the control handle 98 is released partially or entirely from the grip 89.

A link I88 is pivoted to the depending mg 94 which carries the flexible conduit 93, and is arranged to be swung upwardly, as shown in dotted lines in Fig. '7 to latch the handle 98in its compressed position adjacent the grip 89 when desired. By this means the throttle may be closed to idling position and the brake band 18 tightened aboutthe drum 33, andthe handle 98 may then be latched in position, so that the operators hand maybe removed from the handle, 90 without. re-

leasing; thjebrake or acceleratingthe engine.

In operatiomassume'that the engine-13 is starte'd'with the handle 90 held position adjacentfthe jgrip"89 'so'that the -brake is applied andthe throttle valve'35'is' closed to idling position. Theengine crankshaftfwis then rotated at, a, relatively low speed, "carrying with it the annularshell 45 whichforms one side of-thefluid coupling. The fluid "trapped J in the, pockets formed by the partitions 46 tends to begdriven by centrifugal force in aspiral path into the pockets formedby the'partitions 49 in the annular shell 48. However, thespiral-flow is interrupted by the flange 43 andthe fluid is permitted to circulate, within each; shell 45} and 48. through the,;spac,e s jformed by thegcutting away. of the partitions at..4'l and 50.. Thus little or no. driving forceis transmitted from the shell 45 to the shell 48. To start the vehicle the control handle 90 is permitted to move away from the grip 32 under the influence of the spring 85. The first portion of this movement releases the brake band 70 and starts to open the throttle 35. Further movement of the control handle 90 away from the grip 89 further opens the throttle 35 and accelerates the engine l3. As the crankshaft 4&3 of the engine speeds up, the annular shells 45 and 48 operate in the customary manner of a fluid coupling to transmit torque from the shell 45 to the shell 48 so as to rotate the driving pulley 56. This rotation is transmitted through the V belt 63 to the idler pulley 64, and from the sprocket 68 through the chain 69 to the sprocket 32, thereby rotating the driving wheel I2. To increase the speed of the vehicle the operators grip on the control handle 90 is further released, and to decrease the speed this handle is simply gripped more tightly toward the handle grip 89.

With this arrangement the entire control of the vehicle is effected by the movement of the control handle 90. Closing the handle 90 to idling speed of the engine interrupts the transmission of power to the wheel and further squeezing of the handle 90 applies the brake. The releasing of the brake, the application of the engine torque to the wheel, and any desired acceleration of the vehicle are effected by simply releasing the control handle 90 and permitting it to move in the opposite direction.

The direction of movement of the control handle 95 with respect to the lever 82, and the direction of the force of the spring 85 may be reversed, so that the spring force decelerates the engine and applies the brake when the handle is released. The described arrangement, however, is preferred because the natural tendency of the driver when confronted by any emergency is to grip the handle bars more tightly, which decelerates the engine and applies the brake, and also because with the described arrangement a relatively light spring 85 may be employed having just sufficient force to overcome the friction of the links and open the throttle, while a much greater force may be applied to the brake when necessary by gripping the handle 9% more tightly. The transmission of the engine power through the fluid coupling eliminates all roughness in the transmission of torque to the vehicle so that the vehicle may be operated at a relatively low speed without the jerkiness characteristic of vehicles of this type heretofore made. At the same time the fluid coupling permits a substantial reduction in the weight of the engine, since it is unnecessary to use a heavy fly wheel to attempt to smooth out the rotation of the engine shaft.

Further reduction inthe weight of the vehicle resultsfroni the double speedreduction:fromv the outlet side of the fluid coupling to'the drivingwheel. This permits the use of a high speed motor so that a given power output may bev obtained with less weight since-the power output of an internal combustion engine of-a given size inherently increases with an increase in the-speed of operation. At the same time the location of the fluid coupling on the high speed shaft makes possible the use ofa coupling of: minimum size. and weight since the higher the speed at whichv vention has been described in considerable detail it will be understood that many modifications and variations in detail may be resorted to without departing from the scope or spirit of the invention as defined in the following claims.

I claim:

1. In a motor vehicle having a frame, a traction wheel mounted therein, a, brake. for the wheel, and a motor for driving the wheel; the combination including a yoke pivoted to the frame adjacent the wheel and connected to the brake for applying the latter when moved in one direction, a lever fulcrumed to the frame, adjacent the yoke, and having a lost motion connection therewith whereby it will actuate the yoke to apply the brake when reaching one limit of the lost motion, means for operating the lever, and a control connection operated by the lever to govern the speed of the motor within the lost motion limits of said lever with respect to the yoke.

2. In a motor vehicle having a frame, a traction wheel mounted therein, a brake for the Wheel, and a motor for driving the wheel; the combination including a yoke pivoted to the frame adjacent the wheel and connected to the brake for applying the latter, a motor speed controlling lever fulcrumed to the frame coaxially with the yoke pivot, a lost motion connection between said lever and yoke, and means for operating the lever to first decelerate the engine and then apply the brake, said last mentioned means including a manually operated element for moving the lever in one direction and a spring for moving the lever in the other direction.

3. In a motor vehicle having a frame, a traction wheel mounted therein, a brake for the wheel, and a motor for driving the wheel; a member pivoted to the frame and connected with the brake to apply the latter, an adjustable stop limiting movement of the pivoted member in one direction, a second member movable on the frame adjacent the pivoted member and having a lost motion connection therewith, means operated by said second member for controlling the speed of the motor, and means for manually operating said second member to decelerate the motor before applying the brake.

4. In a motor vehicle having a frame, a traction wheel mounted therein, a brake for the wheel, and a motor for driving the wheel; a member pivoted to the frame and connected with the braketo operate the latter, a lever fulcrumed on the 'frame to oscillate about a center coaxial with the pivot of said member, a lost motion connection between the lever and said member permitting limited movement of the leverwithout moving said member, manually operated means for moving the lever'in one direction, a spring tending to move the lever in the opposite direction, and means connected with the lever for controlling the speed of the motor whereby the motor will be decelerated before the lever engages the pivoted member to apply the brake. GEORGE C. FIELDS.

REFERENCES CITED UNITED STATES PATENTS Name Date Haussman 1 --1-" May 6, 1919 Number 1,302,656

Number Number 8 Name 1 Date Stewart Mar. 18, 1924 Wright June 21, 1927 Moorhouse June 24, 1930 Lippert Apr. 4, 1931 French Apr. 14, 1936 Salsbury Mar. 22, 1938 Lewis et a1. Dec. 24, 1940 Burns Oct. 28, 1941 Mead Apr. 21, 1942 Smirl Apr, 28, 1942 Maze Sept. 8, 1942 Hare Oct. 19, 1943 FOREIGN PATENTS Country 1 Date Great Britain Dec. 19, 1904 Great Britain July 8, 1920 Great Britain July 26, 1934

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